EP3037692B1 - Boîte de vitesses à division de puissance pour un véhicule automobile - Google Patents

Boîte de vitesses à division de puissance pour un véhicule automobile Download PDF

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Publication number
EP3037692B1
EP3037692B1 EP14200203.9A EP14200203A EP3037692B1 EP 3037692 B1 EP3037692 B1 EP 3037692B1 EP 14200203 A EP14200203 A EP 14200203A EP 3037692 B1 EP3037692 B1 EP 3037692B1
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EP
European Patent Office
Prior art keywords
power split
driving range
energy converter
reversing stage
reverse
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14200203.9A
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German (de)
English (en)
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EP3037692A1 (fr
Inventor
Peter Dziuba
Josef HÄGLSPERGER
Josef Bauer
Bernhard Schnabel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NAF Neunkirchener Achsenfabrik AG
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NAF Neunkirchener Achsenfabrik AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by NAF Neunkirchener Achsenfabrik AG filed Critical NAF Neunkirchener Achsenfabrik AG
Priority to EP14200203.9A priority Critical patent/EP3037692B1/fr
Priority to PCT/EP2015/080985 priority patent/WO2016102572A1/fr
Priority to CN201580070940.0A priority patent/CN107110305B/zh
Priority to RU2017126011A priority patent/RU2676357C1/ru
Priority to US15/538,711 priority patent/US10495204B2/en
Publication of EP3037692A1 publication Critical patent/EP3037692A1/fr
Application granted granted Critical
Publication of EP3037692B1 publication Critical patent/EP3037692B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/103—Power split variators with each end of the CVT connected or connectable to a Ravigneaux set
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F16H2047/045—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion the fluid gearing comprising a plurality of pumps or motors

Definitions

  • the invention relates to a power split transmission for a motor vehicle, in particular for a self-propelled work machine.
  • Power split transmissions are used for power transmission via a purely mechanical and a hydrostatic or electrical branch. Thus, they are particularly suitable for motor vehicles such as self-propelled machines, wheel loaders or the like, which must be able to start on the one hand under high load, but on the other hand should also have a sufficient minimum speed to travel on public roads.
  • a generic power split transmission for this purpose comprises a drive shaft which is connected to the input of torque to an internal combustion engine. Furthermore, the power split transmission comprises a mechanical first branch comprising a planetary gear arrangement having two sun gears of different diameters, a ring gear and a land shaft on which double planetary gears are meshed which mesh with the sun gears and the ring gear. At least one of the sun gears is coupled to the drive shaft.
  • such a power split transmission comprises a continuously variable second branch which is at least partially connectable to the first branch via the planetary gear arrangement and comprises two, three or more adjustable hydraulic and / or electric rotary energy converters, which can be energetically coupled to each other and either in both directions Motor or in the case of a hydraulic motor as a pump or in the case of an electric motor can be operated as a generator.
  • a power split transmission includes an output shaft to which the first arm and the second arm are coupled.
  • a disadvantage of the known power split transmission is its behavior when reversing. Initial situation is the stoppage of the motor vehicle. To reverse in a first reverse range now one of the pumps is swung in the reverse direction than when driving forward. As a result, the other hydrostat also rotates backwards and superimposes its now reversed rotary motion on the output of the planetary gear arrangement. Although the vehicle now moves backwards, the planetary gear arrangement is still driven by the internal combustion engine in the "forward direction". Part of the power does not flow to the output, but is held as reactive power in the braced planetary gear arrangement. The faster the motor vehicle travels backwards, the greater is this reactive power component, so that a reverse drive in a reverse driving range corresponding to the second forward driving range is usually not possible.
  • This reactive power component even exceeds the input power during fast reverse drive and thus reduces the service life of the energy converters and the affected gears and bearings.
  • a motor vehicle equipped with such a power split transmission reaches a maximum of about 1/3 of the forward maximum speed, because only in a corresponding to the first forward driving range first reverse range, but not in a corresponding with a second forward range second reverse range can be driven.
  • the increasing power losses when reversing also result in an increasingly diminishing traction, which can lead to problems in reversing vehicles. Examples are the entry into a silage with tractors as well as insufficient traction with reversing construction and forestry machines. In applications with frequent reversing, the reactive power share also has negative effects due to increased fuel consumption. This is for example accepted in tractors, but in mobile machines such as wheel loaders and forestry machines, such a restriction is often unacceptable.
  • the US Pat. No. 7,892,130 B1 discloses a power split transmission according to the preamble of claim 1. It is an object of the present invention to provide a power split transmission which provides at least one blind power free reverse range.
  • An inventive power split transmission which can be moved backward without reactive power comprises between the drive shaft and the output shaft at least a first reversing stage for changing between at least a first forward range and at least a first reverse range, the reversing the directions of rotation of the sun gears, the ring gear and the web shaft Switching between the first forward range and the first reverse range all reverses.
  • a mechanical reversing stage which keeps the relative directions of rotation of the sun gears, the ring gear and the web shaft in the same direction when changing between forward range and reverse range, so that not individual components of the planetary gear assembly are reversed, while other components are not reversed.
  • the power branching transmission according to the invention can be selectively moved at least in a first forward driving range and in a first reverse driving range without reactive power losses.
  • the power split transmission according to the invention with only one internal combustion engine and only two energy converters of a motor vehicle is connected, which can be independently designed as a hydraulic motor or as an electric motor and accordingly can act as a motor or pump or generator. Furthermore, it can be provided that the first energy converter can be coupled to the ring gear of the planetary gear arrangement and / or that the second energy converter can be coupled to the second sun gear of the planetary gear arrangement.
  • the power split transmission according to the invention is particularly suitable for motor vehicles such as self-propelled machines.
  • the first reversing stage is arranged at the output of the planetary gear arrangement and coupled in particular with the web shaft of the planetary gear arrangement.
  • a first coupling element and a second coupling element are provided to transmit torque in the first forward driving range torque on the first coupling element and in the first reverse range torque on the second coupling element is.
  • the coupling elements may be independently formed, for example, as a dog clutch, multi-plate clutch or the like.
  • the first reversing stage comprises a first gear pair with an even number of paired gears and a second gear pair with an odd number of paired gears and is designed to produce torque when changing between forward driving range and reverse driving range either via the first or the second gear pair of FIG to transmit the planetary gear assembly to the output shaft.
  • This represents a structurally particularly simple, compact and cost-effective way to realize a blind power-free change between forward and reverse travel range.
  • the first reversing stage is designed as a preassemblable module assembly.
  • the first reversing stage can be prefabricated as a subcomponent of the power split transmission and provided, for example, as an additional option or retrofit solution for the power split transmission, which thus can remain structurally at least largely unchanged.
  • the first reversing stage can be accommodated in an associated housing or partial housing. Equally sufficient in cases of damage either the replacement of the module assembly or the remaining power split transmission, which simplifies, for example, the repair of self-propelled machines accordingly.
  • the first reversing stage comprises the first and the second coupling element, by means of which when switching between forward range and reverse range either the first gear pair or the second gear pair for transmitting torque to the planetary gear assembly can be coupled.
  • the coupling elements can be designed as cost-effective and compact jaw clutches.
  • other types of coupling such as e.g. Lamella clutches may be provided.
  • a differential gear which is preferably lockable by means of a differential lock is provided, by means of which a torque can be split between a first output shaft and a second output shaft.
  • a functional extension of the power split transmission is possible with a functioning as an axle transfer case differential gear, by means of which the torque can be distributed for example to a front and a rear axle of an associated vehicle.
  • the differential gear includes a differential lock to rigidly coupled by front and Rear axle to prevent the motor vehicle is slowed down due to slippage on one of the wheels or even come to a standstill.
  • the first energy converter and the second energy converter when changing between the first forward drive range and a second forward range change their function and / or that the first energy converter and the second energy converter when changing between the first forward range and the the first reverse drive range and / or that the first energy converter and the second energy converter in the first forward drive range and the first reverse drive range are operated in the same manner.
  • the control can basically be done manually or preferably automated.
  • the first reversing stage is designed to reverse a direction of rotation of the output of the planetary gear arrangement relative to a direction of rotation of the second energy converter.
  • This is a structurally simple way to avoid reactive power losses, since by means of the first reversing stage, the direction of rotation of the output of the planetary drive is reversed together with the direction of rotation of the energy converter.
  • the second energy converter is preferably coupled by means of a coupling device with an output shaft and decoupled from the output shaft. In other words, instead of a direct coupling of the second energy converter with the ridge wave of the planetary gear arrangement, a coupling of the second energy converter to the output shaft is provided.
  • the mechanical branch can be reversed before being coupled again to the hydrostatic power branch via the second hydrostat.
  • This offers the advantage that the sum of the torques of all drive motors does not have to be reversed at one point in the power split transmission, but that the mechanical and the hydrostatic or electrical branch reversed independently and can be brought together again only after reversing.
  • the power split transmission can be made correspondingly compact.
  • at least one coupling device can be provided, by means of which the second energy converter can be coupled to the output shaft or decoupled from the output shaft. This provides a simple possibility for the optional coupling of the torque of the second energy converter, for example, when changing between different speed levels.
  • a second Reversiernote for changing between the first reverse range and a second reverse range is provided.
  • a second reverse range can be provided, whereby the vehicle can be moved forward or backward at the same speed and without additionally occurring reactive power.
  • a particularly space-saving arrangement is achieved in a further embodiment of the invention in that the second reversing stage is arranged between the second energy converter and the planetary gear arrangement.
  • first reversing stage is assigned to the first branch and the second reversing stage to the second branch. This allows a particularly flexible and separate reversing of the mechanical and the hydraulic or electrical branch of the power split transmission.
  • Fig. 1 shows a schematic diagram of a first embodiment of an unclaimed power split transmission 30, which may be incorporated, for example, in motor vehicles such as self-propelled machines, wheel loaders or the like.
  • the power split transmission 30 comprises a drive shaft 12, which is connected to the input of torque to an internal combustion engine 14 of the motor vehicle (not shown) and is guided completely through a housing 15 for a fundamentally optional through drive.
  • the power split transmission 30 comprises a mechanical first branch 16, which comprises a planetary gear arrangement 18 with at least two sun gears Z1, Z1 'of different diameters, a ring gear Z3 and a bridge shaft 20 on which double planetary gears Z2, Z2' are arranged, which are connected to the sun gears Z1 , Z1 'and mesh with the ring gear Z3, wherein at least the sun gear Z1 is coupled to the drive shaft 12.
  • the power split transmission 30 comprises a presently hydraulic second branch 22, which is at least partially connectable via the planetary gear assembly 18 with the mechanical branch 16 and two present as adjustable hydrostatic energy converters H1, H2, the energetically coupled together and each in both directions as a motor or pump are operable.
  • the energy converters H1, H2 can also be designed independently of each other as an electric motor which can be operated either as a motor or as a generator. Alternatively or additionally, pneumatic energy converters can also be provided. In the simplest embodiment, however, the motor vehicle equipped with the power split transmission 30 comprises only one internal combustion engine 14 and only two energy converters H1, H2. Further, the power split transmission 30 includes an output shaft 24 to which the first branch 16 and the second branch 22 can be coupled by means of the gear stage Z8 / Z9. When the power split transmission 30, the output gear Z8 is brought to the land shaft 20 of the planetary gear assembly 18 with the gear Z10 a first reversing stage 32 is engaged or at least coupled. The first reversing stage 32 is in turn designed as a preassemblable module assembly and accommodated in a separate housing 33, which is connected to the housing 15.
  • a first clutch device KV is closed in the first reversing stage 32 and a second clutch device KR is opened.
  • a first output shaft 24 'at the gear Z15 rotates in the same direction with the gear Z8 of the planetary gear assembly 18.
  • the odd gear pair Z10 / Z12 / Z11 rotates along with and does not transmit power.
  • the clutch KV is opened while the clutch KR is closed.
  • the output shaft 24 'of the gear Z15 now rotates in the opposite direction to the gear Z8 of the planetary gear assembly 18.
  • the straight gear pairing Z13 / Z15 rotates along with and does not transmit power.
  • the hydrostats H1 and H2 as well as the coupling devices K1 and K2 remain unaffected in this arrangement, so that the power split transmission 30 functions backwards as well as forward without reactive power, since the direction of rotation of the housed in the housing 15 transmission part at the output by means of the first reversing 32 completely reversed , In other words, the superimposed torques of the mechanical branch 16 and the hydrostatic branch 22 are brought together before the reversing stage 32 and subsequently reversed together.
  • the illustrated power split transmission 30 provides two forward gears and two corresponding reverse gears, which are blind passable through.
  • the coupling devices KV / KR can also be advantageously carried out as jaw clutches. Conceivable but other forms of couplings such. B. multi-plate clutches.
  • the output via the output shaft 24 'on the rear axle HA' is particularly advantageous for vehicles that require a relatively short gauge between input and output.
  • an extension of the power split transmission 30 with a designed as an axle transfer case differential gear 34 may be provided.
  • the torque can be distributed via a preferably lockable planetary gear 36 to a front axle VA and a rear axle HA.
  • Such an arrangement is particularly advantageous for vehicles that require a longer gauge from input to output, such. B. wheel loader.
  • Fig. 2 shows a schematic diagram of a second embodiment of the power split transmission 30 according to the invention, in which the first reversing 32 is designed to reverse the direction of rotation of the web shaft 20 of the planetary gear assembly 18 (PLG) relative to the direction of rotation of the second hydrostatic H2.
  • the second hydrostat or energy converter H2 is again coupled to the mechanical branch 16 only after the reversing stage 32.
  • the superimposed torques of the mechanical branch 16 and of the hydrostatic branch 22 are not reversed together, but the reversing stage 32 reverses only the mechanical branch 16.
  • a lower torque acts on the reversing stage 32, making the power split transmission 30 more compact, lighter and less expensive can be trained.
  • the coupling of the hydrostatic H2 to the output takes place in this variant is not directly on the web shaft 20 of the PLG 18, but instead via the coupling device K1 on an output shaft 38, where the optionally reversed mechanical branch 16 via the coupling devices KV and KR again with the hydrostatic branch 22 can be coupled.
  • the clutch device K1 can also be arranged between the further clutch device K2V, which serves to provide a basically optional second forward gear, and the gear Z9.
  • the hydrostat H1 acts as a pump, while the hydrostat H2 acts as a motor.
  • the engine 14 drives the PLG 18 via the sun gear Z1.
  • the ring gear Z3 is supported via the gear pair Z4 / Z5 on the pump H1.
  • the web 20 acts on the Reversierch 32 (gear pairings Z20 / Z21 and Z20 '/ Z21') as output.
  • the clutch device K1 is closed while the clutch device K2V is opened.
  • the hydrostat H2 is now connected via the gear pair Z9 / Z16 to the output of the mechanical reversing stage 32.
  • the present case a gear chain comprehensive gear pair Z1 '/ Z6 / Z7 runs along with and transmits no power.
  • the in Fig. 2 shown power split transmission 30 and the in Fig. 1 described embodiment in a similar manner.
  • the first clutch device KV is opened while the clutch device KR is closed.
  • the hydraulic motor H1 in turn acts as a pump, but is now swung in the reverse direction than when driving forward.
  • the hydrostat H2 thus acts as a motor also in the opposite direction of rotation with the gear Z15 on the output shaft 24.
  • the reversing stage 32 Z20 / Z21
  • the direction of rotation of the PLG 18 was also reversed
  • the direction of rotation of the motor H2 now acts in the same direction like that of PLG 18. So there is no more reactive power.
  • the power split transmission 30 now travels in reverse in first gear with the same power and functionality as forward, with a total of two forward gears and one reverse gear available.
  • the arrangement of the Reversierrun 32 on the web 20 of the PLG 18 and the subsequent coupling of the Hydrostaten H2 are advantageous for several reasons. Since the couplings KV and KR only have to carry the mechanical part of the torque from the PLG 18, but not in addition the high torque of the hydrostatic H2, they can be designed significantly smaller and lighter.
  • the output of the power split transmission 30 is also separated from the PLG 18 only briefly. However, the vehicle does not start to move even on a slope, because the torque at the output is supported in extended position by the hydrostatic drive H1.
  • the arrangement of the coupling device KV and KR between PLG 18 and energy converter H2 finally results in an "automatic" rotation of the clutches KV / KR when switching.
  • Fig. 3 shows a schematic diagram of a third embodiment of the power split transmission 30 according to the invention, in which a first reversing stage 32 associated with the first branch 16 and a second reversing stage 40 associated with the second branch 22 are provided.
  • the power split transmission 30 functions in this embodiment as described in connection with the second embodiment. The same applies to the change from the first to the second forward driving range.
  • the power split transmission 30 in this arrangement requires the second reversing stage 40.
  • the engine H2 at the transition from the first driving range to the second driving range (V / R) to the pump it must in turn be swung in the opposite direction as soon as the clutch device K1 is opened.
  • the coupling device K1 can alternatively be arranged in the gear Z9.
  • the coupling devices K2V / K2R of the second reversing stage 40 can also be arranged in the gear pairing Z6 / Z6 '.
  • the web output of the planetary gear assembly 18 should be made connectable in opposite directions of rotation with the output 24.
  • Fig. 4 shows a schematic diagram of a fourth embodiment of the power split transmission 30 of the invention.
  • the general operation of the fourth embodiment basically corresponds to that of the third embodiment, the fourth embodiment has in particular an even more compact design of the reversing 32 and the other Reversiercut 40 and no separate differential gear 34 has.
  • the gear pairings Z7 / Z6 / Z6 'and Z7' / Z7 "of the second reversing stage 40 are arranged differently in comparison to the third exemplary embodiment
  • the coupling device K1 shown in the third exemplary embodiment was placed in the area of the output shaft 24 (VA / HA) and coupled via an additional gear Z9 'to the second hydrostatic unit H2, resulting in a different configuration of the second reversing stage 40.
  • the first reversing stage 32 differs in terms of the jaw clutches KR and KV in the construction from that in connection with FIG
  • the bridge shaft 20 is connected to the toothed wheel Z20, which in turn meshes with the toothed wheels Z21 and Z21 ', which can be coupled with the toothed wheels Z22 or Z22' via the dog clutches KR or KV and act via the gear Z23 on the coupling device K1, the other ends on the Gear pairing Z16 / Z9 / 'Z9 is in operative connection with the second reversing stage 40.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)

Claims (14)

  1. Transmission à dérivation de puissance (30) pour un véhicule à moteur, en particulier pour une machine de travail automotrice, comprenant :
    - au moins un arbre d'entraînement (12), lequel peut être relié à un moteur à combustion interne (14) pour fournir le couple moteur ;
    - une première branche (16), qui comporte un ensemble d'engrenages planétaires (18) doté d'au moins deux roues solaires (Z1, Z1'), une roue à denture intérieure (Z3) et un arbre à nervure (20), disposés sur les doubles roues planétaires (Z2, Z2'), qui engrènent avec les roues solaires (Z1, Z1') et la roue à denture intérieure (Z3), où au moins l'une des roues solaires (Z1) est couplée avec l'arbre d'entraînement (12) ;
    - une seconde branche réglable en continu (22), qui peut être reliée au moins en partie avec la première branche (16) à l'aide de l'ensemble d'engrenages planétaires (18), et qui comprend au moins deux convertisseurs d'énergie hydrauliques réglables (H1, H2) ou au moins deux convertisseurs d'énergie rotatifs électriques réglables (H1, H2), lesquels peuvent être couplés ensemble sur le plan énergétique et utilisés dans les deux sens en tant que moteur/pompe ou générateur ; et
    - au moins un arbre de sortie (24), lequel peut être couplé avec l'arbre d'entraînement (12) au moyen de la première branche (16) et de la deuxième branche (22) ;
    où au moins un premier palier d'inversion (32) est prévu entre l'arbre d'entraînement (12) et l'arbre de sortie (24) pour passer d'au moins une première plage de marche avant à au moins une première plage de marche arrière, où ledit palier d'inversion (32) inverse les sens de rotation des roues solaires (Z1, Z1'), de la roue à denture intérieure (Z3) et de l'arbre à nervure (20) lors du passage de la première plage de marche avant à la première plage de marche arrière,
    caractérisée en ce que
    le premier palier d'inversion (32) est conçu de sorte à inverser un sens de rotation d'une sortie de l'ensemble d'engrenages planétaires (18) par rapport à un sens de rotation du deuxième convertisseur d'énergie (H2).
  2. Transmission à dérivation de puissance (30) selon la revendication 1
    caractérisée en ce que
    le premier palier d'inversion (32) est disposé au niveau de la sortie de l'ensemble d'engrenages planétaires (18) et, en particulier, couplé avec l'arbre à nervure (20) de l'ensemble d'engrenages planétaires (18).
  3. Transmission à dérivation de puissance (30) selon la revendication 1 ou 2
    caractérisée en ce que
    entre un côté sortie de l'ensemble d'engrenages planétaires (18) et l'arbre de sortie (24), au moins un premier élément d'accouplement (KV) et un deuxième élément d'accouplement (KR) sont prévus, où le couple est transmis par le premier élément d'accouplement (KV) dans la première plage de marche avant et par le deuxième élément d'accouplement (KR) dans la première plage de marche arrière.
  4. Transmission à dérivation de puissance (30) selon une des revendications 1 à 3,
    caractérisée en ce que
    le premier palier d'inversion (32) comprend un premier couple d'engrenages avec un nombre pair de roues dentées couplées (Z20, Z21) et un deuxième couple d'engrenages avec un nombre impair de roues dentées couplées (Z20', Z22, Z21') et est conçu de sorte à transmettre le couple de l'ensemble d'engrenages planétaires (18) à l'arbre de sortie (24) lors du passage de la plage de marche avant
    à la plage de marche arrière par l'intermédiaire du premier ou du deuxième couple d'engrenages.
  5. Transmission à dérivation de puissance (30) selon une des revendications 1 à 4,
    caractérisée en ce que
    le premier palier d'inversion (32) est conçu sous forme d'assemblage modulaire prémonté.
  6. Transmission à dérivation de puissance (30) selon une des revendications 1 à 5,
    caractérisée en ce que
    entre le premier palier d'inversion (32) et le ou les arbres de sortie (24), un différentiel (34) verrouillable de préférence à l'aide d'un blocage du différentiel (36)
    est prévu, au moyen duquel un couple peut être réparti entre le premier arbre de sortie (24VA) et un deuxième arbre de sortie (24HA).
  7. Transmission à dérivation de puissance (30) selon une des revendications 1 à 6,
    caractérisée en ce que
    le premier convertisseur d'énergie (H1) et le deuxième convertisseur d'énergie (H2) intervertissent leurs fonctions lors du passage de la première plage de marche avant à une deuxième plage de marche avant et/ou que le premier
    convertisseur d'énergie (H1) et le deuxième convertisseur d'énergie (H2) conservent leurs fonctions lors du passage de la première plage de marche avant à la première plage de marche arrière et/ou que le premier convertisseur d'énergie (H1) et le deuxième convertisseur d'énergie (H2) sont utilisés de façon identique dans la première plage de marche avant et dans la première plage de marche arrière.
  8. Transmission à dérivation de puissance (30) selon une des revendications 1 à 7,
    caractérisée en ce que
    le deuxième convertisseur d'énergie (H2) peut être couplé avec un arbre de sortie (38) et découplé dudit arbre de sortie (38) de préférence à l'aide d'un dispositif d'accouplement (K1).
  9. Transmission à dérivation de puissance (30) selon une des revendications 1 à 8,
    caractérisée en ce que
    un deuxième palier d'inversion (40) est prévu pour passer de la première plage de marche arrière à une deuxième plage de marche arrière.
  10. Transmission à dérivation de puissance (30) selon la revendication 9
    caractérisée en ce que
    le deuxième palier d'inversion (40) est conçu de sorte à inverser un sens de rotation de la deuxième roue solaire (Z1') par rapport au sens de rotation du deuxième convertisseur d'énergie (H2).
  11. Transmission à dérivation de puissance (30) selon la revendication 9 ou 10
    caractérisée en ce que
    le deuxième palier d'inversion (40) est disposé entre le deuxième convertisseur d'énergie (H2) et l'ensemble d'engrenages planétaires (18).
  12. Transmission à dérivation de puissance (30) selon une des revendications 9 à 11,
    caractérisée en ce que
    le premier palier d'inversion (32) est affecté à la première branche (16) et le deuxième palier d'inversion (40), à la deuxième branche (22).
  13. Transmission à dérivation de puissance (30) selon une des revendications 9 à 12 et fonction de la revendication 7,
    caractérisée en ce que
    le premier convertisseur d'énergie (H1) et le deuxième convertisseur d'énergie (H2) intervertissent leurs fonctions lors du passage de la première plage de marche arrière à la deuxième
    plage de marche arrière et/ou que le premier convertisseur d'énergie (H1) est utilisé dans le sens inverse dans la deuxième plage de marche arrière par rapport à la deuxième plage de marche avant.
  14. Transmission à dérivation de puissance (30) selon une des revendications 1 à 13, caractérisée en ce que
    au moins deux éléments d'accouplement (K2V, K2R) sont regroupés dans un assemblage commun.
EP14200203.9A 2014-12-23 2014-12-23 Boîte de vitesses à division de puissance pour un véhicule automobile Active EP3037692B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP14200203.9A EP3037692B1 (fr) 2014-12-23 2014-12-23 Boîte de vitesses à division de puissance pour un véhicule automobile
PCT/EP2015/080985 WO2016102572A1 (fr) 2014-12-23 2015-12-22 Transmission à répartition de puissance pour véhicule automobile
CN201580070940.0A CN107110305B (zh) 2014-12-23 2015-12-22 用于机动车车辆的功率分支齿轮箱
RU2017126011A RU2676357C1 (ru) 2014-12-23 2015-12-22 Коробка передач с распределением мощности
US15/538,711 US10495204B2 (en) 2014-12-23 2015-12-22 Power split gearbox for a motor vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14200203.9A EP3037692B1 (fr) 2014-12-23 2014-12-23 Boîte de vitesses à division de puissance pour un véhicule automobile

Publications (2)

Publication Number Publication Date
EP3037692A1 EP3037692A1 (fr) 2016-06-29
EP3037692B1 true EP3037692B1 (fr) 2018-02-07

Family

ID=52232011

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14200203.9A Active EP3037692B1 (fr) 2014-12-23 2014-12-23 Boîte de vitesses à division de puissance pour un véhicule automobile

Country Status (5)

Country Link
US (1) US10495204B2 (fr)
EP (1) EP3037692B1 (fr)
CN (1) CN107110305B (fr)
RU (1) RU2676357C1 (fr)
WO (1) WO2016102572A1 (fr)

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DE102016216315A1 (de) * 2016-08-30 2018-03-01 Volkswagen Aktiengesellschaft Antriebsanordnung für ein Kraftfahrzeug
CN107143636B (zh) * 2017-05-02 2019-04-19 北京理工大学 装载机用三段式液压机械无级传动装置
AT520217B1 (de) * 2017-07-21 2019-02-15 Avl Commercial Driveline & Tractor Eng Gmbh Leistungsverzweigungsgetriebe
CN110805675B (zh) * 2019-10-08 2020-11-24 长沙桑铼特农业机械设备有限公司 多模式输出一体泵马达及其应用方法
CN111231650B (zh) * 2020-01-08 2022-11-15 同济大学 一种拖拉机功率分流混合动力系统及其控制方法
EP4151885A1 (fr) 2021-09-16 2023-03-22 Dziuba Gears GmbH Transmission à dérivation de puissance, procédé de fonctionnement d'une transmission à dérivation de puissance, ainsi que véhicule automobile doté d'une transmission à dérivation de puissance
EP4249769A1 (fr) 2022-03-22 2023-09-27 Fuss Spezialfahrzeugbau GmbH Transmission à dérivation de puissance pour un véhicule automobile à faible puissance réactive et à large plage de vitesses

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Also Published As

Publication number Publication date
CN107110305B (zh) 2020-11-10
US20180003280A1 (en) 2018-01-04
US10495204B2 (en) 2019-12-03
RU2676357C1 (ru) 2018-12-28
EP3037692A1 (fr) 2016-06-29
WO2016102572A1 (fr) 2016-06-30
CN107110305A (zh) 2017-08-29

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